Wing for an aircraft

ABSTRACT

A wing for an aircraft, including a main wing, a slat, and a connection assembly movably connecting the slat to the main wing, such that the slat is movable between a retracted position and at least one extended position. The connection assembly includes a first connection station and a second connection station spaced apart from the first connection station in a wing span direction. The object, to prevent the slat from skewing, is achieved in that the connection assembly includes a sync shaft coupling the first connection station to the second connection station for sync movement of the first and second connection stations.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/227,699 filed Dec. 20, 2018, which claims priority to German PatentApplication No. 10 2017 130 910.1 filed Dec. 21, 2017, the entiredisclosures of which are incorporated by reference herein.

TECHNICAL FIELD

The disclosure herein relates to a wing for an aircraft. A furtheraspect of the disclosure herein relates to an aircraft comprising such awing.

BACKGROUND

A wing comprises a main wing, a slat, and a connection assembly movablyconnecting the slat to the main wing, such that the slat can be movedbetween a retracted position and at least one extended position. Theconnection assembly comprises at least a first connection station and asecond connection station spaced apart from the first connection stationin a wing span direction. The connection assembly might also comprisefurther connection stations, e.g. a third connection station or a thirdand a fourth connection station.

The first connection station comprises a first linkage, a first slattrack and a first drive station. The first linkage is pivotally mountedto the main wing via a first joint, and is pivotally mounted to the slatvia a second joint. The first slat track is guided at the main wing formovement along a predefined path, and is pivotally mounted to the slatvia a third joint. Preferably, the first slat track extends in anelongate manner along a first longitudinal axis and is guided viarollers at the main wing for translational movement along the pathextending along the first longitudinal axis. Preferably, the first slattrack has a straight form, i.e. extends along a straight firstlongitudinal axis. The first drive station includes a first inputsection coupled to a drive shaft, a first gear unit, and a first outputsection drivingly coupled to the first slat track for moving the firstslat track along the path.

The second connection station comprises a second linkage, a second slattrack and a second drive station. The second linkage is pivotallymounted to the main wing via a fourth joint, and is pivotally mounted tothe slat via a fifth joint. The second slat track is guided at the mainwing for movement along a predefined path, and is pivotally mounted tothe slat via a sixth joint. Preferably, the second slat track extends inan elongate manner along a second longitudinal axis and is guided viarollers at the main wing for translational movement along the pathextending along the second longitudinal axis. Preferably, the secondslat track has a straight form, i.e. extends along a straight secondlongitudinal axis. The second drive station includes a second inputsection coupled to the drive shaft, a second gear unit, and a secondoutput section drivingly coupled to the second slat track for moving thesecond slat track along the path.

The first and second gear units transform high rotational speed with lowtorque from the first and second input sections (i.e. from the driveshaft) into low rotational speed with high torque at the first andsecond output sections. The drive shaft is preferably driven by acentral drive unit, e.g. a hydraulic and/or electric motor arrangement.The first, second, third, fourth, fifth and sixth joints preferably areformed as spherical joints or as universal joints and are preferablyconfigured to pivot about axes of rotation in parallel to one anotherand/or in parallel to the wing span direction and/or in parallel to aleading edge of the main wing.

Similar wings are known in the art. For such wings skew cases arepossible where the first and second connection stations do not move insync and the slat might be skewed about a vertical axis.

SUMMARY

Therefore, an object of the disclosure herein is to prevent such skewcases of the slat.

This object is achieved in that the connection assembly comprises a syncshaft coupling the first connection station to the second connectionstation for sync movement of the first and second connection stations.The sync shaft is preferably a rotating shaft and is coupled to thefirst and second connection stations preferably via spherical joints oruniversal joints to avoid constraint forces e.g. in cases when the wingbends under aerodynamic loads. In such a way, the sync shaft providesthat the first and second connection stations move in sync, i.e. inparallel, so that due to the first and second connection stations beingspaced apart in the wing span direction, the slat is prevented fromskewing.

Besides the first and second connection stations the connection assemblymight comprise further connection stations. For example, a thirdconnection station might be provided including a third linkage and/or athird slat track. Additionally, a fourth connection station might beprovided including a fourth linkage and/or a fourth slat track. The syncshaft might couple only the first and second connection stations, ormight couple also the third and/or fourth connection station to thefirst and second connection stations.

According to a preferred embodiment, the first output section comprisesa first drive pinion engaging a first rack provided at the first slattrack for driving the first slat track along its corresponding path.Additionally or alternatively, the second output section comprises asecond drive pinion engaging a second rack provided at the second slattrack for driving the second slat track along its corresponding path.Such a rack-and-pinion drive of the slat tracks is very efficient andreliable.

According to another preferred embodiment, the sync shaft couples thefirst output section to the second output section for sync movement ofthe first and second output sections. Coupling the first and secondoutput sections is a very efficient and reliable way to prevent skew ofthe slat.

In particular, it is preferred that the sync shaft couples the firstdrive pinon to the second drive pinion for sync movement of the firstand second drive pinions. First and second drive pinions might befixedly mounted to the sync shaft or might engaged the sync shaft in ageared manner. This represents a simple way to prevent skew.

Further, it is preferred that the sync shaft is arranged coaxially withthe drive shaft. For example, the drive shaft might run inside the syncshaft. This allows a very compact design.

Alternatively, the sync shaft might also be arranged parallelly spacedapart from the drive shaft. This allows the sync shaft to be designedindependent from the drive shaft.

According to an alternative embodiment, the sync shaft couples the firstlinkage to the second linkage for sync movement of the first and secondlinkages. Coupling the first and second linkages represents a furtherefficient and reliable way to prevent skew of the slat.

In particular, it is preferred that the sync shaft is arranged such thatits axis of rotation coincides with the axes of rotation of the firstand fourth joints. This means, the sync shaft is aligned with the firstand fourth joints at the main wing and rotates about its central axisrelative to the main wing, which represents a reliable and efficientarrangement of the sync shaft. Alternatively, the sync shaft might alsobe arranged parallel spaced apart from the axes of rotation of the firstand fourth joints so that it rotates about the first and fourth jointsspaced apart by a certain radius.

According to a further preferred embodiment, the first linkage comprisesa first link element that is mounted with its first end to the main wingvia the first joint and that is mounted with its opposite second end tothe slat via the second joint. Additionally or alternatively, the secondlinkage comprises a second link element that is mounted with its firstend to the main wing via the fourth joint and that is mounted with itsopposite second end to the slat via the fifth joint. In such a way, thelinkages might be formed very simple by including only one link element.

In particular, it is preferred that the first link element is mounted tothe slat via a first bar that is with its one end fixedly mounted to theslat and that is with its opposite other end pivotally mounted to thefirst link element via the second joint. Additionally or alternatively,the second link element is mounted to the slat via a second bar that iswith its one end fixedly mounted to the slat and that is with itsopposite other end pivotally mounted to the second link element via thefifth joint. Such first and second bars might be fixed parts of the slator might be parts of the connection assembly that are rigidly mounted tothe slat. By including such bars the path of movement and orientation ofthe slat can be influenced as required.

Further, it is preferred that the sync shaft couples the first linkelement to the second link element. Preferably, the sync shaft couplesthe first and second link elements at the first and fourth joints, butmay also couple the first and second link elements at the second andfifth joints or at intermediate positions between the first and secondjoints and the fourth and fifth joints, respectively. In such a way, asimple and efficient arrangement of the sync shaft is provided.

According to a further preferred embodiment, the first linkage is formedas a four-bar-linkage comprising two link elements that are pivotallymounted to the main wing at positions spaced apart from one another in awing chord direction, and that are pivotally mounted to the slat atpositions spaced apart from one another in the wing chord direction.Additionally or alternatively, the second linkage is formed as afour-bar-linkage comprising two link elements that are pivotally mountedto the main wing at positions spaced apart from one another in the wingchord direction, and that are pivotally mounted to the slat at positionsspaced apart from one another in the wing chord direction. Such four barlinkage relates to an efficient and reliable connection design.

According to another preferred embodiment, the sync shaft comprises afirst shaft portion and a second shaft portion connected to one anothervia a coupling mechanism that provides torsional decoupling of the firstand second shaft portions during normal operation of the connectionassembly, and that provides torsional coupling of the first and secondshaft portions upon failure of one of the first and second drivestations. In such a way, constraint forces e.g. due to wing bending canbe avoided during normal operation, while upon failure of one drivestation the other drive station may still couple to the one drivestation and drive the slat without skew.

In particular, it is preferred that the coupling mechanism is formed asa clutch, as a torsional play mechanism, such as a feather keyconnection, where a feather key has a certain torsional play within acorresponding groove, or as a torsional compliance element havingcertain torsional elasticity. These represent simple and effectiveexamples of coupling mechanisms.

A further aspect of the disclosure herein relates to an aircraftcomprising a wing according to any of afore-described embodiments. Thefeatures and advantages described above in connection with the wingapply vis-à-vis for the aircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

Preferred embodiments of the disclosure herein are described hereinafterin more detail by example drawings. The drawings show in:

FIG. 1 a top view of an aircraft according to the disclosure herein;

FIG. 2 a schematic illustration of a wing according to a firstembodiment of the disclosure herein; and

FIG. 3 a schematic illustration of a wing according to a secondembodiment of the disclosure herein.

DETAILED DESCRIPTION

In FIG. 1 an aircraft 1 according to an embodiment of the disclosureherein is shown. The aircraft 1 comprises a fuselage 3 and wings 5mounted to the fuselage 3. Each wing 5 comprises a main wing 7, a slat9, and a connection assembly 11 movably connecting the slat 9 to themain wing 7, such that the slat 9 can be moved between a retractedposition and at least one extended position.

FIGS. 2 and 3 illustrate two different embodiments how the wings 5 shownin FIG. 1 might be formed. Both embodiments have in common that theconnection assembly 11 comprises a first connection station 13 and asecond connection station 15 spaced apart from the first connectionstation 13 in a wing span direction 17.

The first connection station 13 comprises a first linkage 19, a firstslat track 21 and a first drive station 23. The first linkage 19 ispivotally mounted to the main wing 7 via a first joint 25, and ispivotally mounted to the slat 9 via a second joint 27. Specifically, thefirst linkage 19 comprises a first link element 29 that is mounted withits first end 31 to the main wing 7 via the first joint 25 and that ismounted with its opposite second end 33 to the slat 9 via the secondjoint 27 and a first bar 35. The first bar 35 is with its one end 37fixedly mounted to the slat 9 and is with its opposite other end 39pivotally mounted to the first link element 29 via the second joint 27.The first slat track 21 is guided at the main wing 7 for movement alonga predefined path formed by first rollers 41, and is pivotally mountedto the slat 9 via a third joint 43. The first drive station 23 includesa first input section 45 coupled to a drive shaft 47, a first gear unit49, and a first output section 51 drivingly coupled to the first slattrack 21 for moving the first slat track 21 along the path. The firstoutput section 51 comprises a first drive pinion 53 engaging a firstrack 55 provided at the first slat track 21 for driving the first slattrack 21 along the path.

Similarly, the second connection station 15 comprises a second linkage57, a second slat track 59 and a second drive station 61. The secondlinkage 57 is pivotally mounted to the main wing 7 via a fourth joint63, and is pivotally mounted to the slat 9 via a fifth joint 65.Specifically, the second linkage 57 comprises a second link element 67that is mounted with its first end 69 to the main wing 7 via the fourthjoint 63 and that is mounted with its opposite second end 71 to the slat9 via the fifth joint 65 and a second bar 73. The second bar 73 is withits one end 75 fixedly mounted to the slat 9 and is with its oppositeother end 77 pivotally mounted to the second link element 67 via thefifth joint 65. The second slat track 59 is guided at the main wing 7for movement along a predefined path formed by second rollers 79, and ispivotally mounted to the slat 9 via a sixth joint 81. The second drivestation 61 includes a second input section 83 coupled to the drive shaft47, a second gear unit 85, and a second output section 87 drivinglycoupled to the second slat track 59 for moving the second slat track 59along the path. The second output section 87 comprises a second drivepinion 89 engaging a second rack 91 provided at the second slat track 59for driving the second slat track 59 along its corresponding path.

The two embodiments shown in FIGS. 2 and 3 further have in common thatthe connection assembly 11 comprises a rotating sync shaft 93 couplingthe first connection station 13 to the second connection station 15 forsync movement of the first and second connection stations 13, 15 inorder to prevent skew of the slat 9.

According to the first embodiment shown in FIG. 2, the sync shaft 93couples the first output section 51 to the second output section 87 forsync movement of the first and second output sections 51, 87.Specifically, the sync shaft 93 couples the first drive pinon 53 to thesecond drive pinion 89 for sync movement of the first and second drivepinions 53, 89. First and second drive pinions 53, 89 are fixedlymounted to the sync shaft 93. Further, the sync shaft 93 is arrangedcoaxially around the drive shaft 47.

Alternatively, according to the second embodiment shown in FIG. 3 thesync shaft 93 couples the first linkage 19 to the second linkage 57 forsync movement of the first and second linkages 19, 57. Specifically, thesync shaft 93 couples the first link element 29 to the second linkelement 67 and is arranged such that its axis of rotation coincides withthe axes of rotation of the first and fourth joints 25, 63.

While at least one exemplary embodiment of the invention(s) herein isdisclosed herein, it should be understood that modifications,substitutions and alternatives may be apparent to one of ordinary skillin the art and can be made without departing from the scope of thisdisclosure. This disclosure is intended to cover any adaptations orvariations of the exemplary embodiment(s). In addition, in thisdisclosure, the terms “comprise” or “comprising” do not exclude otherelements or steps, the terms “a” or “one” do not exclude a pluralnumber, and the term “or” means either or both. Furthermore,characteristics or steps which have been described may also be used incombination with other characteristics or steps and in any order unlessthe disclosure or context suggests otherwise. This disclosure herebyincorporates by reference the complete disclosure of any patent orapplication from which it claims benefit or priority.

1. A wing for an aircraft, comprising a main wing; a slat; and aconnection assembly movably connecting the slat to the main wing, suchthat the slat is movable between a retracted position and at least oneextended position, the connection assembly comprising: a drive shaftconfigured to generate a rotary input; a first connection stationcomprising: a first linkage pivotally mounted to the main wing via afirst joint and pivotally mounted to the slat via a second joint; afirst slat track that is guided at the main wing for movement along apredefined path, and that is pivotally mounted to the slat via a thirdjoint; and a first drive station including a first input section coupledto the drive shaft, a first output section drivingly coupled to thefirst slat track, and a first gear unit coupled between the first inputsection and the first output section; a second connection station spacedapart from the first connection station in a wing span direction, thesecond connection station comprising: a second linkage pivotally mountedto the main wing via a fourth joint and pivotally mounted to the slatvia a fifth joint; a second slat track that is guided at the main wingfor movement along a predefined path, and that is pivotally mounted tothe slat via a sixth joint; and a second drive station including asecond input section coupled to the drive shaft, a second output sectiondrivingly coupled to the second slat track, and a second gear unitcoupled between the second input section and the second output section;and a sync shaft coupling the first linkage to the second linkage forsync movement of the first and second connection stations.
 2. The wingaccording to claim 1, wherein the first output section comprises a firstdrive pinion engaging a first rack at the first slat track for drivingthe first slat track along the path, and/or wherein the second outputsection comprises a second drive pinion engaging a second rack at thesecond slat track for driving the second slat track along the path. 3.The wing according to claim 1, wherein the sync shaft is parallellyspaced apart from the drive shaft.
 4. The wing according to claim 1,wherein the sync shaft is arranged such that an axis of rotation of thefirst joint coincides with an axis of rotation of the fourth joint. 5.The wing according to claim 1, wherein the first linkage comprises afirst link element mounted to the main wing via the first joint andmounted to the slat via the second joint, and/or wherein the secondlinkage comprises a second link element mounted to the main wing via thefourth joint and mounted to the slat via the fifth joint.
 6. The wingaccording to claim 5, wherein the first link element is mounted to theslat via a first bar that is fixedly mounted to the slat and that ispivotally mounted to the first link element via the second joint, and/orwherein the second link element is mounted to the slat via a second barthat is fixedly mounted to the slat and that is pivotally mounted to thesecond link element via the fifth joint.
 7. The wing according to claim5, wherein the sync shaft couples the first link element to the secondlink element.
 8. The wing according to claim 1, wherein the firstlinkage is formed as a four-bar-linkage comprising two link elementsthat are pivotally mounted to the main wing spaced apart from oneanother and that are pivotally mounted to the slat spaced apart from oneanother, and/or wherein the second linkage is formed as afour-bar-linkage comprising two link elements that are pivotally mountedto the main wing spaced apart from one another and that are pivotallymounted to the slat spaced apart from one another.
 9. The wing accordingto claim 1, wherein the sync shaft comprises a first shaft portion and asecond shaft portion connected to one another via a coupling mechanismthat provides: torsional decoupling of the first and second shaftportions during normal operation of the connection assembly; andtorsional coupling of the first and second shaft portions upon failureof one of the first and second drive stations.
 10. The wing according toclaim 9, wherein the coupling mechanism is a clutch, a torsional playmechanism, or a torsional compliance element.
 11. An aircraft comprisinga wing, the wing comprising a main wing; a slat; and a connectionassembly movably connecting the slat to the main wing, such that theslat is movable between a retracted position and at least one extendedposition, the connection assembly comprising: a first connection stationcomprising: a first linkage pivotally mounted to the main wing via afirst joint and pivotally mounted to the slat via a second joint; afirst slat track that is guided at the main wing for movement along apredefined path, and that is pivotally mounted to the slat via a thirdjoint; and a first drive station including a first input section coupledto a drive shaft, a first output section drivingly coupled to the firstslat track, and a first gear unit coupled between the first inputsection and the first output section; a second connection station spacedapart from the first connection station in a wing span direction, thesecond connection station comprising: a second linkage pivotally mountedto the main wing via a fourth joint and pivotally mounted to the slatvia a fifth joint; a second slat track that is guided at the main wingfor movement along a predefined path, and that is pivotally mounted tothe slat via a sixth joint; and a second drive station including asecond input section coupled to the drive shaft, a second output sectiondrivingly coupled to the second slat track, and a second gear unitcoupled between the second input section and the second output section;and a sync shaft coupling the first linkage to the second linkage forsync movement of the first and second connection stations.